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E. R. HEWITT AND A. H. LETPERT.

MOTOR.

APPLICATION FILED MAR. 6. I918.

Patented Dec. 30,1919.

2 SHEETS-SHEET I.

E. R. HEWITT AND A. H. LEIPERT.

MOTOR.

APPLICATION FILED MAR. e. 1918 Patented Dec. 30, 1919.

2 SHEETSSHEET 2 l I I 1 I I ill nTl l l fll ll l l h H unrrm) STATES PATENT OFFICE.

EDWARD B. HEWITT, 0F MIDVALE, NEW JERSEY, AND AUGUST H. LEIPERT, OF BROOKLYN, NEW YORK, ASSIGNORS T0 INTERNATIONAL MOTOR COMPANY, OF NEW YORK, N. Y., A CORPORATION OF DELAWARE.

MOTOR.

Specification of Letters Patent.

Patented Dec. 30, 1919.

Application filed March '6, 1918. Serial No. 220,806.

To all whom it may concern:

Be it known that we, EDWARD R. HEWITT and AUoUsT H. Lmrnn'r, citizens of the United States, residing, respectively, at Midvale, in the State of New Jersey, and in the borough of Brooklyn of the city of New York, in the State of New York, have jointly invented certain new and useful Improvements in Motors, of which the following is a specification, reference being had to the accompanying drawings, forming a part hereof.

The employment of sheet metal in the construction of motors, particularly of 1nternal combustion engines, has long received the consideration ofmanufacturers because of the great reduction of weight per horse power and the lessening of the cost of manufacture which mi ht result therefrom. Thus far, however, sheet metal motors have not come into general use, apparently because of defects which have developed in the practical operation of such motors. By the present invention it has been sought to overcome the difficulties which heretofore have been regarded as inherent in the construction of motors of sheet metal and particularly to reduce to a minimum the number of Joints, which are a source of weakness, to make it possible to weld from the outside such joints as exist, and to enable the motor to withstand the strains to which it is subjected in operationwithout developing weakness. In accordance with the 1nvention, the main frame of the motor, including the casing within which the cylinders are secured, and the crank casing, is of one piece of sheet metal formed by first cutting out a suitable blank and then bending the blank into the required form. The invention will be more fully explained hereinafter with reference to the accompanying drawings in which it is illustrated, and in which Figure 1 is a view representing a development of the blank which is bent and welded to form the frame or casing, the scale of this figure being smaller than that of the other figures.

Fig. 2 is a view in side elevation showing the blank bent u to form the frame or casing, the tabs at the left hand end being bent into position while the tabs at the right hand end are still extended before being bent.

Fig. 3 is a view of the casing in end elevation as seen from the right hand in Fig. 2.

Fig. 4 is a view in side elevation of the completed frame or casing.

Fig. 5 is a view in end elevation as seen from the left hand in Fig. 4.

Fig. 6 is a top view of the casing shown in Figs. 4 and 5.

The blank from which the frame or casing is to be made is out or stamped from sheet metal of suitable thickness, in a form substantially such as that shown in Fig. 1. This form is adapted for the construction of a frame or casing in which the crank casing is larger at one end than at the other, The blank consists of a single piece of sheet several essential portions will be re erred to herein as distinct parts, although it will be understood that they are in nowise separate one'from another and are defined only by the lines on which the bending takes place.

Since the cylinder casing, that is, that portion. of the frame or casing which incloses and supports the cylinders, is substantially rectangular, that portion of the blank which makes up the top and bottom and two side walls of the cylinder casing is itself substantially rectangular and is composed of four rectangular portions a, b, '0 and d. The portions a and. c eventually form the two side walls while the portions 6 and (Z form the top and bottom of the cylinder casing, the cylinders being secured in these to and bottom portions. The portion 6, which forms the top of the cylinder casing, is formed with two tabs, 6, 6 one at each end of the main portion 6. The main part of each of these tabs is rectangular, but the extremity of each is tapered off and formed to constitute, when bent downward from the top, not only the end wall of the cylinder casing, but a portion of the end wall of the crank casing.

The crank casing is formed of several portions 6, f, g, h and is, the number and relative size of such portions being varied according to the desired outline, 1n cross section, of the crank casing. Again, if the crank casing is to be of the same cross section from end to end, these several portions would be symmetrical with respect to the longitudinal axis of the whole blank, but if the crank casing is to be larger at one end than at the other, as indicated in Figs. 2.

and 4, then the several portions will not be symmetrical with respect to the longitudinal axis of the blank and will not be truly rectangular in all cases. Each of these portions is also formed with a tab 6', e a, f, etc., one at each end, each of such tabs eing shaped, substantially as shown, so that when bent at right angles to the plane of the corresponding portion, the tabs shall form a portion of the-end wall of the crank casing at each end.

In order that the two main oints or seams may be welded from the outside of the casing, after the bending is completed, the several portions of the blank should occupy the relation indicated in Fi 1, but if in any case it should prove to be feasible to weld one joint from the inside, then the relation of the portions of the blank might be altered somewhat, particularly with respect to the portion d, which forms the bottom of the cylinder casing, which would then appear as a terminal member of the blank rather than as an intermediate member.

For convenience in describing the bending of the blank it may be assumed that the blank stands in a vertical position, with the portion a downward and the tab 6 toward the observer. The portion a then stands in the same position as represented in Fig. 3, where it forms one of the side walls of the cylinder casing. The blank is then bent at right angles, to the right, on the line aim, so that the portion 1) stands in the position shown in Fig. 3, forming the top of the cylinder casing. The blank is then bent downward at right angles, on the line 6 b, to form the other side wall of the cylinder casing, as shown at c in Fig. 3. The blank is then bent at right angles, to the left, on the line 0 0 to form the bottom d of the cylinder casing. The blank is then bent successively, at obtuse angles, on the lines d d 6 6, etc., to form the crank casing. The number of portions 6, f, 9, etc., may be varied to change the contour of the crank casing as may be desired, but five portions bent to form, with the bottom d of the cylinder casing, an elongated hexagon, as shown in Fig. 3, gives a shape which approximates sufiiciently to the paths of the cranks, with a minimum number of bends. It will be observed that the outer edge of the portion is, when bending has been completed, approximates closely the angle of the cylinder casing, on the line 0 0, and that the terminal edge of the portion a approximates closely the angle at the line 0Z d.

The tabs 6, 6 of the portion 6 are bent downward at right angles, to form the end walls of the cylinder casing and the upper portions of the end walls of the crank cas ing, and the tabs 6, 6 f, f, etc., are bent inward at right angles to form, at each end, a portion of the end wall of the crank casing. The several tabs are so formed, as

shown in Fig. 1, that their proximate edges approach closely, one to another, as shown in Fig. 3.

When the blank has been bent as described, the joint between the outer edge of the member a and the angle d", d, is welded or fused by means of an oxy-acetylene flame or otherwise, and similarly the joints between the terminal edge of the portion In and the angle 0 c, the joints between the proximate edges of the several tabs at each end of the crank casing, and the joints between the tabs b, b and the adjacent members, are similarly Welded or fused. Thereafter the rough edges of the tops may be trimmed in readiness to receive the end plates of the crank casing, which carry the bearings for the crank shaft. These end plates and crank shaft are not necessary tr be shown or. further described herein s1nce they form no part of the present invention.

In the top portion 6 of the cylinder casing, as clearly shown at b .in Fig. 6, are formed, either before or after the bending of the blank or after the welding of the joints, holes for the reception of the cylinders, which are indicated by dotted lines at m in Figs. 4, 5 and 6, similar holes being formed in line therewith in the bottom portion 03. The cylinders are preferably formed of seamless steel tubing and are fused or welded in their seats in the top and bottom portions 6 and d. The top portion 6 is also formed with holes I)", to register with corresponding holes in the underside of the head, when applied, for the circulation of water through the water space between the cylinder and the cylinder casing and within the head. Bosses b are also welded, at any convenient stage in the construction, against the underside of the top portion 2), for the purpose of receiving the bolts by which the head, not shown, may be bolted to the cylinder casing. Hand holes i it", may also be, formed in the portions f and h, to ive easy access to the crank shaft and to fie closed by lates not necessary to be shown.

1 will be understood that the form and arrangement of the several portions of the 115 blank, as well as the number of portions which constitute the crank casing, may be varied to suit the convenience or the preference of the manufacturer and that, except as indicated in the accompanying claims, the 120 invention is not limited to the particular construction and arrangement of parts shown and described herein.

We claim as our invention:

1. As a new article of manufacture, a m0- 125 tor frame or casing formed of one integral piece of sheet metal and comprising a substantially rectangular cylinder casing with side walls and top and bottom walls and a continuous crank casing, with two welded 130 joints between the cylinder casing and the crank casing along the lower edges of the side walls of the cylinder casing.

2. As a new article of manufacture, a motor frame or casing'formed of one integral piece of sheet'metal and comprising a substantially rectangular cylinder casing with side walls, top and bottom walls and tabs on the top wall forming end walls, and a continuous crank casing with two welded joints between the cylinder casing and the crank casing along the lower edges of the side walls of the cylinder casing, and welded joints between the end walls of the cylinder casingand the adjacent members.

3. As a new article of manufacture, a motor frame or casing formed of one integral piece of sheet metal bent from one end to form successively a side wall, a top Wall, a sidewall and a bottom wall of a substantially rectangular cylinder casing, and a continuous crank casing, the terminal edge of the first side wall of the cylinder casing being welded to the adjacent angle between the bottom wall of the cylinder basin and the crank casing and the terminal e ge of the crank casing being welded to the adjacent angle between the side wall and bottom wall of the cylinder casing.

4. As a new article of manufacture, a motor frame or casin formed of one integral piece of sheet metal and comprising a substantially rectangular cylinder casing with side walls and top and bottom walls'and a continuous crank casing, the portions of the crank casing having tabs bent in and-welded together to form at each end a portion of the end wall of the crank casing.

5. The combination with a motor frame or casing including the cylinder casing and the crank casing formed of one integral piece of sheet metal and comprising a substantially rectangular cylinder casing with side walls and top and bottom walls and a continuous crank casing, the top and bottom walls of the cylinder casing being formed with holes to constitute seats for the cylinders, of cylinders welded into the seats formed therefor in the top andbottom walls.

6. As a new article of manufacture, a motor frame or casing including the cylinder casing and the crank casing formed of one integral piece of sheet metal with welded joints along the free edges of the metal be tween the c linder casing and the crank casing along the lower edges of the side walls of the cylinder casing.

7. As a new article of manufacture, a

.cylinder casing for a motor including-the cylinder casing and the crank'casing formed of one integral piece of sheet metal bent to form a substantially rectangular casing with side walls and top and bottom walls, and extending downwardly from the cylinder casing and bent to form a crank casing, the top and bottom walls of the rectangular casing being formed with alined holes to receive the cylinders and the single longitudinal joint being fused or welded.

-8. As a new article of manufacture, a

cylinder casing for a motor including the cylinder casin and the crank casing formed of one integra piece of sheet metal bent to form substantially rectangular casing with side walls and top and bottom walls and extending downwardly from the cylinder casing and bent to form a crank casing, the top and bottom walls of the rectangular casing being formed with alined holes to receive the cylinders, and one of said walls beingv formed'at each end with a projecting tab to form the end walls of the casing, the joints being fused or welded.

This specification signed this 23 day of February A. D. 1918.

EDWARD R. HEWITT. AUGUST H. LEIPERT. 

